Aeroplane.



B. J. PRESSEY.

AEROPLANE.

APPLICATION FILED 001'. 25, 1909.

Patented Sept. 10, 1912.

5 SHEETS-SHEET l.

B. J. PEESSEY.

I ABROPLANE. APPLIOATION FILED 0M. 25, 1909.

1,038,435. Pa ented'Sept. 10,1912.

5 SHEETS-SHEET 2.

B. J. PRESSEY AEROPLANB.

APPLICATION FILED 00125, 1909,

3 435 Patented Sept. 10,1912.

5 SHEETS-SHEET 3.

B. J. PRESSEY.

AEROPLANB.

APPLICATION FILED 00125, 1909.

Patented Sept. 10, 1912.

5 SHEETS-SHEET 4.

B. J. PRESSEY.

AEROPLANE.

APPLICATION FILED OCT. 25, 1909.

1,038,435, Patented Sept. 10, 1912.

5 SHEETS-SHEET '5.

UNITED STATES PATENT OFFICE;

Bunr J... PB-ESSEY, or nnwron'r nnws, vmexnm.

AEROPLANE.

Specification of Letters Patent. Patented Sept. 10, 1912.

Application filed October 25, 1909. Serial No. 524,531;

ing the subject of m previousapplications;

for patent filed Octo er 17,1908, Serial No. 458,234, and November 19, 1908, Serial No. 463,460.. One of; the features of said prior aeroplanes was the control of the forward and aft steering planes or rudders by manually operated devices andone of the. objects of my present invention is to so connect such manually operated devices with either or both of said steering planes or rudders that they may be'earried by the aviators seat, without, on the one hand, causing deflection of said steering plane or planes, when there is a change in the relation of the seat and main plane, and, on the other hand, the swinging of either of said steering planes by hand will not cause swinging movement of the aviators seat.

A further object ofmy present lnvention is to maintain the center of air pressure at or near the axis of a transversely pivoted dip-correcting, dip-controlling or steering plane or rudder (hereinafter, for convenience, referred to as a deflecting plane) thereby permitting the angular adjustment of said planes with the exercise of the mini" mum amount of powefland preventing the pressure of the air upon the planes from v accidentally deflecting the same from the position to which they may have been adjust/ed. g

These objects I attain in the manner hereinafter set forth, reference being had to the.

accompanying drawings, in which my involition-1s illustrated 1n connection with an aeroplane of a character. similar to that shown and described in my applicatlon Serial No. 463,460, before, referred to, Figure 1 being a pers ective view of the plane, with portions. 0 the same broken awav 1n order to illustrate other portions w 10h would be normally hidden thereby; Fig. 2

a transverse section of part of the plane;

Fig. 3 a front view of part of the same;

Figs. 4, 5 and 6 plan views of different types.

of ivoted defl cting planes in accordance wit my invention; Figs. Z, 8, 9, 10 and 11. s eetlonal views of other types of pivoted'de flecting planes also embodying theinvention,

vertical steering plane 3. at the stern and ;a manuallymperated horizontal deflecting plane. 4 at the how, but it should be understood that the main features of my inventlon are not limited to aeroplanes of thls type but maybe applied to aeroplanes generall whether provided with a single main planes, and I will hereinafter, for convenience, refer to this element as a plane. V

I have not. considered it necessary to show the means for propelling the aeroplane as these form no part of my resent. invention, but the latter is intended for use in connection with that type of. aeroplane in which the pro glling-mechanism is carried by the main p ane. e

The plane is. provided with means for correcting lateral and longitudinal dip of the main plane when the latter is in flight. For the purpose of correcting lateral dip the upper plane 1 is provided near each end with a supplemental plane 5 of such surface area as experience may prove to be necessary. .In connection with thesep-lanes 5 I employ a gravity-influenced aviators seat 6, wh1ch is carried by a yoke 7 pivotallyv mounted in the fore and aft members 0 a cruclform frame 10, the side members of are ing rom the main plane 1, thus providing a glmbal 1011113 whlch permits free tipping movement of the main plane both in a lat eral direction and in a fore and aft direction in respect to the. aviators seat, when not otherwise restrained, the seat having a normal tendency to hang vertically from its supports b reason of the effect of gravitation upon t e weight represented by the seat and its occupant.

Lateral tipping of the main plane is caused to effect corrective movement of the supplemental planes 5 in the following manner. Each ofsaid supplemental planes is carried by a transverse rock. shaft 12 am or with a plurality of suchmain suitably pivoted in bearings depending from the main, plane 1, and having at its inner end an arm 13 bent forwardly at its lower end and entering a slot in one arm of a bell crank lever. 14:, the latter being pi v{ otally mounted upon a fore-and-aft pivot on the main plane 1, and the other arms of the port and starboard levers 14 being connected together by a rod 15 which has an eye 16 for the reception of a segmental rod 17 secured to and projecting forwardly from a cross bar on the seat-suspending yoke 7, the forward portion of this rod being bent on a curve which is concentric with the transverse axis of the frame 10, whereby fore and aft swing of the seat 6 will be freely permitted without any transverse movement of the rod 15.

Longitudinal dip of the main plane is corrected by fore and aft supplemental planes 19 and 20 suitably mounted in structures projecting from the main plane. Projecting upwardly from the frame 10 is an scribed in my former application Seria arm 25 connected by a rod or link 26 to an arm 27 projecting upwardly from the for-" ward supplemental plane 19 and by another rod or link 26. to an arm 29 projecting downwardly from the after supplemental plane 20.

The action of the swinging seat 6 in imparting movement to the port and starboard supplemental planes 5 and to the forward and aft supplemental planes 19 and 20 and the action of these planes in correcting lateral and longitudinal dip of the main plane during the flight of the latter is fully de- No. 463,460 and need not be here repeated.

The devices for manually operating the steering planes 3 and 4 .or either of them are intended to be carried by the aviators seat 6, audit is therefore necessary to so dispose the connections between the manually-ope'rated device and each steering plane that change in the relations of the seat and the main plane will not cause deflection of said steering plane, and intentional deflection of the latter by the manually-operated devices will not exert any fore or aft pull upon the seat. For thisreason I construct and dispose the manually-operated device and its connections in a pcculiar manner, and in Figs. 1, 2 and 3, I have illustrated the same in connection with the vertical rear steering plane.3, a dupli cate of the devices being employed in connection with the forward horizontal steering plane, if desired. The manually-operated device on the aviators seat consists of'a wheel or disk 30 which is rotatably mounted upon a stud or short shaft on the seat-carrying yoke 7, and has a grooved periphery for the reception of a belt 31, one

run of this belt being connected to a laterally projecting arm 32 on the starboard side of the steering plane 3 and the other run of the belt being connected to a correspondingly projecting arm 33 on the port side of said steering plane. In the case of the forward steering plane 4 the disk would be mounted on the other leg of the yoke 7, and the belt connections would lead to upwardly and downwardly projecting arms on said plane 4:. Each run of the belt extends from its respective arm on the steering plane to a sheave 34, the axes of these sheaves being concentric with the transverse pivotal axis 11 of the swinging frame 10, and said sheaves being disposed as closely as possible tov the longitudinal axis 9 of said frame, whereby change of relative position of the aviators seat and main plane, in either direction, Wlll not cause slackenmg or tightening of either run of the belt 31, and consequently will not deflect the steering plane in either direction. On the other hand, rotation of the wheel or disk 30, so as to cause pull upon either run of the belt, attended by corresponding slackening of the other run of the same will have no tendency to cause fore or aft swing of the seat 6. From the sheaves 34 the runs of the belt 31 pass around suitably disposed idler sheaves 35 respectively to the front and rear of the wheel or disk 30. I

If a deflecting plane has a transverse pivotal axis (either horizontal or vertical) midway between its fore and aft edges, the adjustment ofsaid deflecting plane to different angles of incidence .to the air flowing past it causes a shifting of the center of pressure in respect to said transverse pivotal axis. Theoretically, a deflecting plane thus pivoted should maintain the center of pressure at or about the pivotal axis in view of the fact that the same area of surface is presented on each side of such pivotal axis, but it has been found in practice that the current of air flowing across the face of the plane has the effect of reducing the effective pressure upon the rear portion of the plane. This difliculty can be overcome, in some measure, by disposing the transverse pivotal axis of the plane closer to the forward than to the rear edge of the plane, but this is not sufficient to correct the difliculty since the center of pres-.

sure shifts in accordance with the angle of incidence of the plane, moving gradually rearward as the angle of incidence Increases. In order to overcome this object-ion and maintain the center of pressure constantly at or about the transverse pivotal axis of the plane,'I provide for varying the relative effect of the air upon the fore and aft members of the plane (that is to say, the portions respectively forward and aft of the transverse pivotal axis) in accordance with the angle of incidence to which theplane 1s justed. One method of accomplishing tlns result is that illustrated in Figs. 1, 2 and 3,

member of the plane,

versely pivoted tail 40, having a projecting arm 41, which isrconnected by a rod orlink 42 to a fixed point, preferably in line with the transverse pivotal axis of the-plane, such fixed point being, in the' case of the plane shown in Fig. 1, provided by means of an upstanding lug 43 on the top of the upper main plane 1. When they lane occupies its normal or horizontal position the tail 40 is in line therewith, but as said plane is tilted so as to either raise or lower its forward edge and thus cause it to assume'an angle of incidence to the air flowing past it, the tail 40 will be tilted so that its angle of incidence decreases in proportion to the increase of the angle of incidence of the plane itself, aswill and 15, Figs. 12 and 13 illustrating the effect upon the tail when the forward e e of the plane is raised, and Figs. 14 and 15 1llustrating the eflect when the forward edge of the plane is depressed.- In consequence of this construction, any tendency of the change in the angleof incidence of the planeto cause its rear member to become the dominating one, because of a shifting of the center of pressure to the rear, of thepivota'l axis of the plane, is corrected by a lessening of the angle of incidence of a portion of said rear Instead of providing for the positive movement of the tail 40 in the manner described a similar result maybe attained by rendering said tail portion of the plane more susceptible to. deflection than the remaining portion, as for instance, by con-- necting it. to the rear member of the plane by means of flexible strips 44 which are sufficiently-rigid to maintain the tail nor- '-mally in line" with'the body of the plane when said tail is not subjected to pressure w but permit it to yield and gradually change its angle in respect to the body of the plane in accordance with the degree of pressure exerted upon it. The position of a. pivoted tail 40 may be likewise influenced by means 500f springs, one instance of such construction being shown in Fig. -5-, in whichsprings 45, secured to the rearmemberiof the plane and bearing upon the top of the tail, are used in conjunction with other springs 46 secured to the tail and bearing upon the under side of the rear member of the plane, the tail in this case being hung to the rear member of the planeby a transverse'pivot rod, as shown in Fig. 1. Itis. not necessary, moreover, that the tail shouldbe separated from the plane, for instance, in Fig. 6 I have illustrated a deflecting plane which owes its longitudinal rigidity to longitudinal stifl'ening bars 47 combined therewith, or secured thereto, these stifl'ening bars being reduced in size or otherwise weakened toward the tail portion of theplane in order to render this tail portion more flexible than the remaining por- 1 changes its angle of incidence, there will be a change in the an ular relation of the rear f member of the p ane in respect to the .forward member. Such change may be conitrolled by springs in the manner just defscribed or by positive means such as are femployed in connection with the swinging tail of the plane shown in-Fig. 1. In Fig. I 10, I have illustrated a plane of this characfter, the forward member of the plane being rigidly connected to the transverse pivot rod 12, and the rear member of the plane being pivotally mounted thereon.

be understood on reference to Figs. 12, 13, 14 Y Instead of changingthe angle of part or Z all of one member of the plane in respect to the other, I may effect decrease in the effective area of either member of the plane by guncovering an opening in said member, as lfor instance, by the emp'loymentof a slide ing plate 50 which, when the deflecting plane is in its normalor horizontal position closes the opening 51, as shown in Fig. 7, but, as

the deflecting plane assumes an angle of incidence in either direction in respect to the air flowing past the plane, gradually vun-v covers said opening and thereby reduces the effective area of the rear member of the ;plane to the extent of the uncovered area of said opening, such uncovered area increasing as theangle of incidence of the lane increases.

This sliding movement 0 plate 50 may be eflected by connecting the same by means of a rod or'link 42 to a fixed projecting stud 43, as shown in Fig. 7. I may also eifect the desired result by resented at 52 in Fig. 8, this tail being nor- -mally projected by a spring 52 or equivalent device, and bein connected by slotted links. 53- to upper an lower fixed studs 43, the upper stud and link acting to cause retraction of the tail when the forward edge of the deflecting plane is raised and the lower stud and link acting to cause retraction of the tail when the forward edge of the deflecting plane is depressed, the tall being fully projected when the plane occupies its normal or horizontal position and being gradually retractedv as the plane increases its angle of incidence in either. direction.

. I may also, instead of decreasing the effective area of the rear member of the deflect-.

ing plane, attain the desired result by providing the forward member of said plane [with a swinging or sliding member, so as tovaryv its effective area in accordance with the change in the angle of incidence of the plane, thus, as shown in Fig. 9, the forward member" of the plane has therein an openthe a sliding tail, such for instance, as that rep- 5,which, when the plane is in its horizontal' or normal position, registers with an opening 56 in a sliding plate 57, the latter having operating devices similar to those employed in connection with the plate 50 in Fig. 7, whereby it is operated to cause i gradual closing of the opening 55 as the 1 angle'of incidence of the plane in either direction increases, or a sliding end plate similar to the end plate 52 in Fig. 8, can be used in connection with the forward member ofthe plane ifdesired, thisend plate being projected as the plane increases its angle of incidence and retracted as such angle decreases.

The forward member of the plane may .be pivotally mounted in whole or in part or may have a flexible tip, and the forward member thus constructed may be used either in combination witha rear member having like capabilities, or with a rigid rear member, a plane of the latter construction be ing shown in Fig. 11.

My invention may be used in connection with 'a centrally pivoted deflecting plane,

although Iprefer in all cases to dispose the transverse pivotal axis of the plane closer to the forward than to the rear edge of the same.

I am aware that it has been proposed to effect differential deflection of the fore and aft members of a transversely pivoted plane by flexing the rear member to a greater extent than the forward member, but this is essentially diiferent from my invention, its

purpose being to eflect' shifting of .the center of pressure more and more toward the rear, as the plane is flexed, whereas the purpose of my invention is to lessen the influence of the rear member of the plane as theangle of incidence increases, and thus maintain the center of "pressure, as. nearly as may be, coincident with the transverse pivotal axis of the deflecting plane.

I. claim: j

1; The'combi'nation of an aeroplane having dip-controlling means and a universally-swinging aviators' seat for o crating the same,a steering plane, manual -operated devices swinging with'the seat andoontrolling the ositlon of said plane, and [connecting devlces having guides which are the plane varies.

-oted terminal on a member of said li i a b adjustable in respect to one another and means whereby one portion of the same is caused to change its angle in respect to another portion, in such manner as to maintain the center of pressure in proximity to the transverse axis of the plane 1n the diflerent angles of'incitlence assumed by said plane.

4. An aeroplane having a transversely pivoted deflecting plane composed of parts adjustable in respect to one another and means whereby, as the angle of incidence of the plane changes, the efiective area of onemember of theplane in respect to the other, changes in such manner as to maintain the center of pressure in proximity to the transverse axis of the plane.

5. An aeroplane having a transversely pivoted deflecting. plane composed of parts adjustable in respect to one another, and means whereby a terminal portion of a member of said deflecting plane is permitted to change its angle in respect to said member i'n suohmanner as to maintam the center of pressure in proximity to the transverse axis as the angle of incidence of the plane varies. 5

6-. An aeroplane having a transversely pivoted deflecting plane composed of parts adjustable in respect to one another and means whereby a terminal portion of said plane is normally maintained inlline with the plane, but is permitted to assume an angular relation thereto in such manner as to maintain thecenter of pressure in proximity to the transverse axls as the angle of incidence of the plane varies.

7. An aeroplane having a transversely pivoted deflecting plane, with a transversely pivoted terminal on a member of said plane,

and means whereby said terminal is normally maintained in line with said member but is permitted to assume an angular relation thereto in such manner as to maintain the center of pressure in proximity to the transverse axis as the angle of incidence of 8. An aeroplane having a transversely pivoted deflecting plane, a swinging .ter-

'minal' ona member of said deflecting plane,

and means whereby said terminal is positively deflected in respect to the plane in such manner as to maintain the center of pressure in proximity to the transverse axis as the angle of incidence of the plane varies. 9. 'An aeroplane having a transversely pivoted deflecting plane, a transversely pivplane,

and means for efiecting a positive swing of said terminal in respect to the plane in such manner as to maintain the center of pressure the forward than to the rear edge of the plane, and means for varying the relative efl'ect of the air upon the members of said plane, as its angle of incidence varies, whereby the eflect-ive center of pressure is maintained in proximity to the transverse axis of the plane.

11. A11 aeroplane having a deflecting plane with transverse pivotal axis closer to the forward than to the rear edge of the plane, said deflecting plane being provided with means whereby one portion of the same is caused to change its angle in respect to another portion in such manner as to maintain the center of pressure in proximity to I the transverse axis of the plane in the 'dif of one member of the plane in respect to the,

other changes in such manner as to maintain the center of pressure in proximity to the transverse axis of the lane. v

13. An aeroplane aving a deflecting ,plane with transverse pivotal axis closer to the forward-than to the rear edge of the plane, and means whereby a terminal portion of a member of said deflecting plane is permitted to-change its angle in respect to said member in such manner'as to maintain the center of pressure in proximity to the transverse axis as the angle of incidence of the plane varies.

14. An aeroplane having a deflecting plane with transverse pivotal axis closer to the forward than .to the rear edge of the plane, and a transversely swinging terminal on a member of said plane, with means wherebysaid terminal is normally maintained 1n line with said member but is permitted to assume an angular relation thereto in such manner as to maintain the center of pressure in proximity to the transverse axis as the angle of incidence of the plane varies.

15.,An aeroplane having a deflecting plane with transverse pivotal axis closer to the forward than to the rear edge of the plane, a swinging terminal on a member of said deflecting plane, and means whereby saidterminal is positively deflected in respect .to the plane in such manner as to maintain the center of pressure in proximity to thetransverse axls as theangle of 1nc1- dence of the plane varies.

16. An aeroplane having .a deflecting:

plane with transverse pivotal axis closer to the forward than to the rear edge of the plane, a transversely pivoted terminal on a name to this specification, in the presence of two subscribing witnesses.

. BURT J. PRESSEY.

Witnesses: v 1 WILLIAM S. A'romsoN, KATE A. BEADLE. 

